Ordinance No. 90-09 CITY OF TIGARD, OREGON
ORDINANCE NO. 90.-I
AN ORDINANCE AMENDING THE TIGARD COMPREHENSIVE PLAN TRANS ORT'ATION MAP BETWEEN
WALNUT STREET AND BULL MOUNTAIN ROAD (CPA 90-02)
WHEREAS, the Comprehensive Plan Transportation Map designates the arterial and
collector street system within the City of Tigard; and,
WHEREAS, the Northezkst Bull Mountain Transportation Study Report, attached
hereto as Exhibit B, recommends amendments to the existing Transportation Map
as it pertains to the northeast portion of Bull Mountain; and,
WHEREAS, at a public hearing on January 30, 1990, the Planning Commission voted
to deny approval of the recommendations of the Study Report and recommended
certain guidelines for collector streets in the northeast area of Bull
MountaLn; and,
WHEREAS, the City Council reviewed the Planning commission recommendations at a
public hearing on February 26, 1990; and,
WHEREAS, the Council finds that a portion of the recommendations of the Study
Report are consistent with the guidelines recommended by the Planning
Commission and that said portion can be adopted independent of the remaining
recommendations; and
WHEREAS, said portion includes the proposed extension of 132nd Avenue south of
Benchview Terrace, the proposed extension of 135th Avenue south of Walnut
Street, the proposed extension of Benchview Terrace west of 132nd Avenue, and
the proposed realignment of Gaarde Street at Pacific Highway; and
WHEREAS, the Council finds that the remaining recommendations of the Study
Report require further review by the Council.
THE CIT% OF TIGARD ORDAINS AS FOLLOWS:
Section 1: The proposed amendment is consistent with the Statewide Planning
Goals and Guidelines based upon the following findings:
Statewide Planning Goal #1 - Citizen Involvement
The City of Tigard assures the opportunity for citizens to be involved in the
review of all land use and development applications. There were numerous
public meetings with citizens and neighborhood groups beginning in February,
1989. These meetings are described in the Public Input section of the
"Northeast Bull Mountain Transportation Study"(Exhibit "B").
The City of Tigard Planning Commission reviewed the proposal at its public
hearing on January 30, 1990, and made a recommendation to the City Council.
ORDINANCE NO. 90- I
Page 3.
The City Council received the public testimony at its public hearing on
February 26, 1990. Notice was published in the Tigard Times newspaper as
required by the Community Development Code for both hearings.
Statewide Planning Goal 12 Land Use Planning
This goal is satisfied through City procedures and measures which require
the City to apply all applicable Statewide Planning Goals, City
Comprehensive Plan policies, and Community Development Code requirements to
the review of the proposal being presented.
Statewide Planning Goals 3 and #4 - Agricultural Lands and Forest Lands
These goals do not apply because the entire area involved in the proposal is
within the Portland Metropolitan Urban Growth Boundary and has been
designated in the City of Tigard Comprehensive Plan and in the Washington
County Bull Mountain Community Plan for residential development. The Urban
Growth Boundary and the land use designations have been previously found by
LCDC to comply with the Statewide Planning Goals and Guidelines. Also, the
street system proposed by this Plan amendment will not have an adverse impact
upon resource lands outside the Urban Growth Boundary.
Statewide Plannina Goal #5 - open Space Scenic and Historic Areas and Natural
Resources
The Bull Mountain Community Plan and the Tigard Comprehensive Plan identify
the need to preserve open space, natural resources, and wildlife habitat.
The plans illustrate general areas where these attributes exist, but do not
locate specific areas of concern that must be preserved or protected in some
manner. The plans call for the protection of these resources to the extent
that is practical as property develops. No historic sites or structures
have been identified by the County or the City for this section of Bull
Mountain.
The street system called for by this Plan revision will provide appropriate
access for the residential development anticipated by the Bull Mountain
Community Plan and the Tigard Comprehensive Plan. It will have no adverse
affect upon the open space, scenic features, historic areas, or natural
resources identified for protection in either of these plans.
Statewide Planning Goal #6 - Air. Water and Land Resource Quality
This goal is satisfied because the street system contemplated will provide
for improved traffic circulation in the area, leading to fewer vehicle miles
driven. This increased efficiency will in turn have a positive impact upon
air quality. Water quality and land resource quality should be unaffected as
noted in the discussion of Goal #5 because the street system is providing
adequate access for development that is already contemplated in the Bull
Mountain Community Plan and the Tigard Comprehensive Plan.
ORDINANCE No. 90--Qt
Page 2
Statewide Plannina Goal #7 - Areas Subject ,to Natural Disasters and Hazards
Both the Bull Mountain Community Plan, the Tigard Comprehensive Plan, and the
Tigard Community Development Code contain requirements for the mitigation of
natural hazards such as flood plain, drainageways, steep slopes, and erosion.
The primary natural constraints identified for the Bull Mountain area are
steep slopes over 20 percent and drainageways. This goal will be satisfied
and the potential for creating natural hazards shall be greatly reduced or
eliminated because the development of the streets will be accomplished in a
manner that is consistent with the provisions of these plan and code
documents as well as appropriate engineering practice. Also, the street
alignments are designed to avoid the steepest terrain and drainageways to the
maximum extent possible. Necessary mitigation measures will be developed and
approved by the applicable regulatory agencies for the street projects.
Statewide Planning-Goal #8 - Recreation Needs
The need for providing outdoor recreation opportunities in the area is
discussed in the Bull Mountain Community Plan, but specific sites are not
identified. This goal is satisfied because the collector street system is
intended to serve the residential development envisioned by the Plan and it
shall not have any affect upon or reduce the potential amount of outdoor
recreation and open space areas.
Statewide Plannina Goal #9 - Economv of the State
This goal is satisfied because the proposed Comprehensive Plan Amendment will
substantially improve the access to the Bull Mountain area and therefore,
encourage the development pment of this land as contemplated by the Tigard
Comprehensive Plan and the Bull Mountain Community Plan. This development
activity will be beneficial economically because of the construction jobs
provided.
Statewide Plannina Goal 410 - Housing
This goal is satisfied because the proposed Comprehensive Plan Amendment will
substantially improve the access to the Bull Mountain area and therefore,
encourage the provision of single family housing in accordance with the
Tigard Comprehensive Plan and the Bull Mountain Community Plan.
Statewide Planning Goal #11 - Public Facilities
This goal requires that the necessary infrastructure must be provided to
acc.ammodate future development. Residential development requires domestic
water, fire, sewer, storm drainage, roads and other important services
including police, and fire protection. The installation of an adequate
street system for this area helps satisfy this goal.
Statewide Planning Goal #12 - Transgortation
This goal is satisfied because the proposed street system will provide
.improved access to existing residential areas as well as those properties
ORDINANCE NO. 90-
Page 3
which will be developed similarly in the future. An extensive transportation
analysis has been conducted by the City of Tigard and Washington county staff
to determine the appropriate street locations and alignments. This street
system was then reviewed by the public, as well as the Planning Commission
and City Council, prior to approving the system that is to be incorporated
as an element of the Tigard Comprehensive Plan.
Statewide Planning Goal #13 - EnerTyConservation
This goal is satisfied by creating a situation where traffic circulation on
the north side of Bull Mountain will be more efficient by providing the
appropriate connections between the residences and other destinations. Also,
school bus routes shall be run more efficiently. This enhanced efficiency
will result in modest energy savings.
The remaining Statewide Planning Goals #14 through #19 do not apply in this
case.
Section 2: The proposed amendment is in conformity with the Tigard
Comprehensive Plan based upon the following findings:
The proposed amendeent is consistent with Comprehensive Plan Policy 8.1.1
because the proposed street system has been planned to provide a safe and
efficient street system to serve current needs and anticipated future growth
and development.
The proposed amendment is consistent with Comprehensive Plan Policy 8.1.2
because it is in conformity with the adopted transportation plan of Washington
County, the regional transportation plan, and the plans of adjoining
jurisdictions.
The proposed amendment is consistent with Comprehensive Plan Policy 11.3.1
because the minor collector street routes to be adopted by this ordinance are
not expected to change the impacts on existing residential structures on SW
121st Avenue and Gaarde Street.
The proposed amendment is consistent with Comprehensive Plan Policy 11.3.2
because this ordinance does not change the arterial street syitem.
Section 3: The Comprehensive Plan Transportation Map is hereby revised to add
a proposed extension of 132nd Avenue south of Benchview Terrace, to
add a proposed extension of 135th Avenue south of Walnut Street, to
add a proposed extension of Benchview Terrace west of 132nd Avenue,
to add a new Note A, and to realign Gaarde Street at Pacific
Highway, all as shown on attached Exhibit A.
Section 4: This ordinance shall be effective 30 days after its passage by the
council, approval by the Mayor, and posting by the City Recorder.
ORDINANCE N0: 90-0
Page 4
PASSEDs By IM O A'tMLAS vote of the Council members present after being
read by number and title only, this day of � ' 1_ ,
1990.
Lct±'utlyu,
Catherine Wheatley, City Rec der
APPROVED: This Q�3rd day of , 19
G ald R. E9wa s, Mayor
Apr ed as to forms
A14,41 AIAP;-m
C /
Ci ttorn /
Data If
ORDCPA.RW/kl
ORDINANCE NO. 90-- 09
Page 5
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t EXHIBIT B
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TRANSPORTATION STU DY
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Report and Recommendation
JANUARY. 1.990
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SUMMARY
This report is the result of planning work done over the past year to identify
the long-range transportation needs for the northeast portion of Bull mountain.
The planning nark has been a joint effort of staff fibers from the City of
Tigard and Washington County and the citizens of the study area.
The recommended plan is shown on Figure 12-1 on pare 43.
The plan is based on transportation needs at some future time when the Bull
Mountain Area is fully developed. It is expected that the pian will be
implemented as development occurs, over a period of many years.
The purpose of .the plan is to guide development during the coming years,
assuring that the long-range transportation needs are put into place as
development occurs.
The recommended plan (Figure 1.2-1) was selected to provide the transportation
improvements needed to support the eventual full development of the study area
in accordance with the adopted land use plans and with the least impact to
existing established neighborhoods.
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1. INTRODUCTION
{yt
In 1969, the City of Tigard began the process of planning for the principal
street system in the northeast area of Bull Mountain. The study area is
shown in Figure 1-1. This study focuses on street needs in the study area.
The street system and projected growth of surrounding areas were also
ti
considered.
The City chose to concentrate on the norther7t area of Bull Mountain for
several reasons. Foremost was the anticipation of substantial. growth
within the study area during the next few years and the lack of a clear
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plan for future roadways within the area. City and County comprehensive �
plans for the study area currently are not in total agreement as to the
appropriate roadway system and neither plan is specific as to locations of
required roadways. A need for further planning wah also seen because of
the steep` slopes and deep ravines that limit potential roadway routes y
within the study area. Finally, the northeast portion of Bull Mountain is
almost totally within"the City's "active planning area", meaning that the
City has primary responsibility for long range planning for the area. V
The study has been conducted by City of Tigard staff with substantial
support and cooperation from County planning staff and with substantial #
public input.
{ REPORT - NORTHEAST BULL MOOUNTAIPS TRANSPORTATION STUDY PAGE 1
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Transportation Studd STUDY AREA
2. PURPOSE
The purpose of the study was to determine the system of collector and
I ' arterial streets needed to provide access for the neighborhoods of the
study area and to provide routes through or around the study area as
appropriate. The study is not intended to define all of the local streets
needed in the study area. Local streets to serve individual lots will be
planned and constructed as development occurs. instead, the plan is
intended to define the principal street system in the area so that streets
can be constructed in a. logical and consistent manner as development
occurs. Comprehensive planning for the principal roadways is especially
important in this study area where steep slopes and deep ravines limit the
potential routes for roadways. Once a comprehensive pian is adopted, each
new subdivision can be developed in a manner consistent with the plan so
that eventually the entire road system can be completed in a logical
manner.
Currently in the Bull Mountain area much of the land is undeveloped or
remains in agricultural usage. However, future development is possible for
all of the Bull Mountain area within the established Urban Growth Boundary.
Some large lots hw*e the potential for future redevelopment to increased
residential densities.
x
The purpose of this study is to define the roadway system that will be
needed when the Bull Mountain area is fully developed in accordance with s
existing• zoning. now soon this full development will occur is unknown. It
}
could happen within the next few years or it may happen over a long period
of time. Based on current population projections, however, it seems likely
that substantial development of the Bull Mountain area will occur within
the next 10 to 20 years.
Assumptions regarding future development within the study area are
discussed in more detail in Chapter S.
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REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 3
r
1
3. CITY-WIDE AND REGIONAL PLANNING
In planning for the study area, City-wide and regional roadway planning
also needs to be considered. The alignment and adequacy of the roadway
system in the adjoining areas will influence traffic impacts on the
roadways within the study area.
in 1983, the City of Tigard and Washington County - both adopted
comprehensive plans which include plans for roadway systems in the Bull
Mountain area. The City's plan for the street system in the study area is
shown on its Comprehensive Plan Transportation Map adopted in 1983. A
portion of this map is reproduced in Figure 3-1.
The County's plan for roadways in the study area Is shown on the Washington
County Transportation Plan adopted in 1988. A portion of the County Plan
is represented in Figure 3-2. The County Plan for the study area is based
primarily on the Bull Mountain Community Plan developed in 1983.
The City and County plans are not in total agreement and neither is
specific about alignments for the new roadways needed within the study
area. outside the study area, the existing City and County plans define a
fairly specific system of roadways generally following existing street
alignments.
In 1986, Washington County signed an Urban Planning Area Agreement (UPAA)
with the City of Tigard and the City of Beaverton. The UPAA provides for
an extension of Murray Boulevard from old Scholls Ferry Road to 135th
Avenue near Walnut Street. The UPAA further calls for the City and the
County to work together to define an alignment for a roadway system between
the 135th/Walnut area and the 121st/Gaarde area.
The Washington County Transportation Plan calls for an extension of Davies
Read and elimination of the intersection of Scholls Ferry Road and Old
Scholls Ferry Road. The City of Beaverton has adopted a similar plan. The
proposed road alignments are shown on Figure 3-3.
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 4
In addition to the city and 'County plans, there is a Regional
Transportation Plan adopted by the Metropolitan Service District (Metro) to
identify the major roadways needed for travel through the region. The
Regional Transportation Plan in the Tigard area is based on the results of
the Southwest Corridor Study completed by Metro in 1987.
The Southwest Corridor Study recommends construction of a new roadway,
commonly referred to as the Western Bypass, to carry through traffic
between the southeast area of Washington County and the westerly portion of
the county. The Study also identifies the need for a new roadway running
from the southwest portion of Bull Mountain at Beef Bend Road to the Six
Corers area of Sherwood to provide a connection between southwest
Beaverton and the area south of Tigard. The Study, like the UPAA, calls
for a roadway connection between Murray Boulevard at old Scholls Ferry Road
and Gaarde Street at Pacific Highway, with the provision that this roadway
connection should not be completed until the other proposed roadways are in
place to carry through traffic around the west side of Bull Mountain. The
Study recommendat ions are shown in Figures 3-4a and 3-4b.
A Western Bypass Study is currently being started by the Oregon Department
of Transportation (ODOT). The ODOT study will review alternatives to the
Bypass to decide if the Bypass should be constructed. Metro and Washington
County will both participate in the study, particularly in the traffic
analysis to determine which alternatives are feasible and in the Land use
analysis to determine the implications of the Statewide Planning Goals. If
the study affirms that a Bypass is needed, an alignment for the Bypass will
be determined by ODOT.
In conducting the planning for the Northeast Bull Mountain Study, it has
been assumed that roadways outside the study area will be developed in
accordance with the existing city, county, and regional transportation
plans. It has been assumed that the Western Bypass or an alternative
transportation improvement of equivalent capacity will be constructed.
Alternatives to the Western Bypass will be considered during the ODOT study
process and will include both transit and highway alternatives.
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 5
The Southwest Corridor Study suggests that an alternative to the Western
Bypass would be to provide additional lanes on Highway 217 and Sunset
Highwaf znd additional improvement on Highway 99W. The Study estimated
that these improvements would provide adequate traffic capacity through the
year 2905. The Study estimated that this alternative would provide a
level of traffic in the Bull Mountain area approximately equal to that of
ithe Western Bypass alternative -- at least through 2005.
I
I
REPORT - NORTHEAST BULL MOUNTAIN TWSPORTATION STUDY
PAGE 6
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PROJECTIONS !Qo EXISTING STREETS
YEAR 1990 100 ARTERIAL
PROJECTIONS %//////////.////i MAJOR COLLECTOR
DEPARTMENT OFPLANNING.a DEVELOPMENT MINOR COLLECTOR
i. .CITY OF'TIGARD. OREGON Q VICINITY LIGHT RAIL TRANSIT CORRIDORS (LRT)
NE Bull Mountain
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This figeire summarized the County classifications..
COLLECTORS For detailed information please refer to the
Washington County Transportation Plan, Functional
a----� PROPOSED COLLECTORS Classification System.
LOCAL STREETS Figure
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4. ALTERNATIVES CONSIDERED
Figure 4-1 shows the existing roadway system in the study area. Included
in the "existing" roadway system is the extension of Murray Boulevard which
is required by the Urban Planning Area Agreement and for which portions of
the right-of-way have already been dedicated.
One of the alternatives considered is the alternative of no new roads. In
this alternative the principal roadway system would remain as shown in
Figure 4-2. Local streets would be built off of these principal roads to
serve the various local neighborhoods as they develop. The existing
streets would be improved to accommodat$ increasing traffic volumes as the
study area develops.
The existing street system provides for no direct connection between Buil
Mountain Road and Walnut Street areas. All trips between the higher
elevations of Bull Mountain and surrounding areas must use either Beef Bend
Road or Pacific Highway. All trips between the westerly slopes of Bull
Mountain and Pacific highway generally use Walnut Street, Bull Mountain
Road, or Beef Bend Road. Under the study, alternatives were considered to
provide new roadway connections between the Walnut Street area and the Bull
Mountain Road area and to provide alternate routes for east-west travel
within the study area.
Due to the presence of steep slopes, deep ravines, and existing development
within the study area, the potential for new roadway alignments is somewhat
limited. Figure 4-3 shows potential corridors for new roadway routes. The
corridors are those routes where preliminary engineering review indicated
that a collector roadway could be constructed in accordance with
established design standards. Potential routes which would pass through
existing developments and which would require the removal of numerous
existing homes were eliminated from consideration and are not shown in
Figure 4-3. However, routes which follow existing roadways were
considered, even where removal of a small number of existing homes might be
required_
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PALE 12
4�
Based on the available route corridors shown in Figure 4-3, several
alternative combinations of routes were selected for further study as
examples. These alternatives are shown in Appendix A. Each alternative
was reviewed for feasibility of construction and for traffic impacts.
During the public review process, impacts of the various alternatives were
discussed and additional alternatives were proposed. Appendix B shows
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additional alternatives which were developed and reviewed in response to
comments received during the informal public meetings.
In the informal neighborhood meetings, many people questioned the need for
the Murray Boulevard Extension required by the Urban Planning Area
Agreement. In response to these concerns, an additional alternative was
considered with no new roads including no Murray Boulevard extension. This
alternative is included in Appendix B and labeled "No New Roads/No Murray
is
Extension".
In each of the alternatives it was assumed that all roadways, including
existing roadways, will be improved to city design standards. These
Improvements would include construction of sidewalks, construction of
separate bike lanes on major streets, installation of streetlighting, and
construction of separate turn lanes where warranted by traffic volumes.
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f REPORT — NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 13
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S.W. 141st Ave.
Sunrise Ln. SW 150thvA e.
e
NE Bull Mountain Figure 4-3
Transportati®n Study ROUTE CORRIDORS
5. TRAFFIC PROJECTIONS
Traffic projections were made using the EMME/2 computer program of the
Metropolitan Service District (Metro). The traffic projections assumed
tt.at all roadway improvements in surrounding areas (outside the study area)
would be completed in accordance with the established city, county, and
regional transportation plans. In surrounding areas it was assumed that
population and traffic growth will occur at the rates projected by Metro.
,Within the study area and immediately adjacent zones, population
projections were specifically reviewed and adjusted based on a more
detailed review of development potential.
Appendix C shows traffic projections for each alternative based on full
build-out in the study area and adjacent zones. For traffic projection
purposes, it was assure.--d that build-out in the study area will occur by the
year 2010 and that growth elsewhere in the region will be consistent with
the Metro projections. Study area build-out populations used are In
accordance with the estimates shown in Appendix D. Appendix D assumes that
the build-out population of the study area will be less than the
theoretical maximum density allowed by existing zoning. In developing the
population projections, allowance was made for development restrictions
imposed by steep slopes, deep ravines, and similar topographic restrictions
to development. Also taken into account was the presence of existing
development on lots larger than the minimum sizes required by the existing
zoning. It was assumed that this existing development would remain
unchanged except where there is a potential to further subdivide the large
parcels without destroying the existing structures.
There was interest expressed at the public meetings in knowing how much of
the traffic volume would be local traffic and how much would be through
traffic. From the computer generated traffic data, projections of the
through traffic percentages were developed for selected alternatives. It
appears that the percentages of through traffic would be similar in other
alternatives.
REPORT- NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 17
Figures 5-1 and 5-2 show the percentage of projected traffic that is local
traffic. Local traffic is defined as any trip which begins or ends in the
local area. The "local area" has been defined in two ways as shown on
Figures 5-1. and 5-2. These percentages are based on the build-out
condition and assume that the regional road system is completed in
accordance with the Southwest Corridor Study.
It appears that, even with construction of the western Bypass and the
extension of Beef Bend Road south to six Corners, that there will continue
to be some non-local trips through the study area between south Tigard and
the south Beaverton areas.
I
I
j
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 18
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NEW ROA[ ALTERNATIVES
6. PUBLIC INPUT
On February B. 1989, a neighborhood meeting was held at Tigard City Hall to
discuss the Northeast Bull Mountain Study. Notice of this meeting was
distributed through mailed notices to property owners within the study
area, through an announcement in the City's "All About Town" newsletter,
and through various newspaper articles. Approximately 120 people attended
the meeting.
At the February meeting, city staff. discussed the purpose of the study and
the alternative routes being considered. Potential roadway routes were
discussed and preliminary traffic projections were presented. Copies of
the drawings showing alternative routes and traffic projections were made
available to those in attendance. Additional copies were made available to
the public at the city Hall and by mail upon request. At the February 8
meeting there was an extended question and answer period. At the end of
the meeting, participants were asked to take the information back to their
individual neighborhoods and were encouraged to discuss the alternatives in
neighborhood groups.
On March 8, 1989, a second neighborhood meeting was held to receive input.
Attendance again exceeded 100 residents. At the March 8th meeting
citizens' comments and concerns were heard. Some additional alternatives
were suggested. Suggestions were received for areas where additional data
was needed. A summary of the various ideas presented was recorded on a
flip chart at the meeting and is available in the project records.
Following the March 8th meeting, city staff received follow-up questions
and suggestions from
a number of citizens. These suggestions came in the
form of letters, petitions, and phone calls. All new suggestions were
considered.
The alternatives presented in February are shown in Appendix A.
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 21
1
Following the March meeting , additional alternatives were developed and
reviewed. In November of 1989 a draft report was issued. A third informal
public meeting was held on November 28, 1989, to received comments on the
draft report. The comments from the November meeting were recorded and are
available in the project file. Additional letters were received fallowing
the November meeting.
All of the public comments received were considered in the preparation of
this final report,
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 22
7. IMPROVEMENT STAMARDS
T
Pacific Highway is a state highway of regional signifieauc.e. �..e traffic
projections indicate that the alternatives considered for the street
systems of the study area all would result in similar traffic impacts on
Pacific Highway. Pacific Highway will continue to be designed as a state
r
facility to serve through traffic.
All other streets considered in this report are streets classified as
E
collector streets in accordance with the Tigard Comprehensive Plan. The
City Is Development Code specifies design standards for collector streets.
To bring existing streets into conformance with design standards would
require widening to collector street standards, construction of sidewalks
on both sides, installation of streetlighting, and regrading to provide
r
safe sight distances. New streets will be constructed in conformance with
the established design standards.
Minor collector streets are typically marked as two-lane streets with bike
larges or parking lanes on both sides. A center left turn lane is
sometimes marked on minor collector streets at major intersections. Where
a
a turn lane is marked, parking must be eliminated.
Major collector streets are typically marked as three lane streets tone
lane in each direction for through traffic plus a center turn lane) with no
on-street parking. Additional lanes are sometimes necessary on major
f
collector streets to provide adequate traffic capacity at major
intersections. .
In general, streets with projected maximum peak hour traffic volumes under r
500 vehicles per hour would be designedasminor collectorstreets. Those
with higher projected traffic volumes would be designed as major collector
streets.
Variances to the design standards may be granted in some situations.
Variances are sometimes approved to reduce impacts on existing development
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 23
or where unusual design problems exist due to natural features such as
steep slopes. Variances may include narrowing of street width standards,
elimination of a sidewalk on one side, atreeL ysacjSa steeper than the
standard maximums, or other changes to the design standards,
Variances might also be granted where the intent of the design standard is
satisff.ed in another way. For example, if an alternative pedestrian route
exists, it may be possible to eliminate sidewalks. Where left-turn
movements are rare; it may be appropriate to narrow the street and
eliminate the left-turn lane. These alternatives may be considered in
designing new streets in the study area, especially in steep terrain.
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY
PAGE 24
8. - NEIGHBORHOOD IMPACTS
As the areas on and around Bull Mountain continue to develop, traffic
volumes will increase. Under any of the alternatives considered, street
improvements will be needed to safely accommodate the increased traffic.
Improvements to existing streets may include addition of facilities for
pedestrians and bicycles, regrading of the streets to improve eight
distance by eliminating or reducing existing hills and dips, minor
realignment to reduce sharp curves, widening to provide turn lanes, and
addition of traffic signals at major intersections. Depending on the
alternative selected, new roads may be constructed through areas that
currently have no through traffic.
Neighborhood impact was the concern most frequently raised at the public
meetings. concerns included increased noise, reduced building setbacks due
to street widening, safety concerns resulting from the anticipated increase
in traffic, and potential decrease in property values.
Many of these concerns can be fully addressed only at the time that
detailed construction plans are prepared. At the time of final design, the
City works with property owners to review ways to minimize adverse impacts.
Where additional right-of-way is required, the property owner must he
compensated at the fair market value for any property taken. Any change
to the value of the remaining property is considered in determining the
appropriate compensation.
Gaarde Street may require special design considerations to accommodate
existing development. Many of the existing homes on Gaarde Street are
quite close to the existing roadway. if the street is widened equally on
both sides, in the normal fashion, houses on both sides may end up very
close to the widened street. Widening along the north nide of Gaarde
Street near 115th Avenue will be restricted by the presence of a cemetery
very close to the existing roadway. During the public meetings, one person
suggested that any widening to Gaarde Street should be done all on one side
of the roadway with some existing homes being removed on the side of the
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 25
widening. This is an idea that can be explored further during more
detailed design to assure that the homes that remain have acceptable
setbacks from the new street and appropriate driv"ay access.
At this point in the planning process, neighborhood impacts can only be
considered in general terms. The traffic projections for the various
alternatives give us an idea of the future traffic volumes in each area and
give us an idea of the extent of street improvements that will be required.
On this basis impacts are evaluated further in chapter 11.
REPORT NORTHEAST BULL MOUNTAIN TRANSPORTATION SVUD Pray. 2v
9. TIMING
\ This report doss not attempt to identify a construction schedule nor a
sequence for construction of the various improvements. The street
improvement needs and traffic volumes discussed in this report are those
which are anticipated in the future when the study area is fully
developed. construction of new roadways and improvements to existing
roadways will need to occur as traffic volumes increase. The schedule for
the roadway improvements will be dependent upon the rate at which
development occurs and upon the availability of funding. The priorities
for construction of improvements will depend on where development occurs
first.
REPORT —NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 27
10. COSTS & FUNDING
Under any of the alternatives, the existing collector streets in the study
area need to be improved to adequately and safely provide for the projected
traffic: volumes. Walnut Street, Gaarde Street and Bull Mountain Road
would have similar improvement costs uj-1der any of the alternatives.
For 121st.Avenue, improvement costs would be slightly higher under the "no
new roads" alternatives than under other alternatives. Under "no new
roads", 121st would need to be improved to major collector standards; under
all other alternatives, minor collector standards would be adequate.
The alternatives that provide new collector streets will also be more
expensive. However, it is not possible to accurately estimate the
additional cost at this time. The new collector streets will serve
developing areas where there are no existing roads. if the collector
streets are not built, it will still be necessary to build a local street
1
system to provide access to these developing areas. The layout of the
local" street system depends on factors such as the type and size of lots
being developed. These factors are not known until a specific development
proposal is presented. Without a definite proposal for a local street
system, it is not possible to determine how much additional cost is
involved in building a portion of the street system to collector street
standards.
In 4eneral, developers will construct any new streets at their expense as
conditions of development approval. Portions of existing streets adjacent
to new development may also be improved at the expense of the developers.
in some cases, developers are also required to make improvements to
existing streets which provide access to the development.
Except as mentioned above, improvements to existing streets are generally
paid .from public street funds. These funds come from development fees and
from gasoline taxes. In some cases, funding is also derived from local
improvement districts or from special tax levies.
REPORT - NORTHEAST nULL MOUNTAIN TRANSPORTATION STUDY PAGE 28
' f
li. CONCLUSIONS
This chapter presents conclusions of the City engineering staff- These
c;o,.rlusions are based on the data contained in this report.
No Murray Extension
At the informal meetings, there were .requests for deletion of the UPAA
requirement for a Murray Boulevard extension between old Scholls Ferry Road
and 135th Avenue. Traffic projections were run for the No New Road
alternative with no Murray extension. These projections were compared with
the previous projections which included the Murray extension.
When compared to the plans previously considered, deletion of the Murray
extension was found to have the following impacts on future traffic
volumes:.
Future traffic volumes o:s Walnut Street would be reduced. For most
of Walnut Street, however, greater traffic reductions are found in
the alternatives that include new roads.
There would be little change in the future traffic volumes on
Gaarde Street.
On 135th Avenue, traffic would be more than doubled.
There would be some increase in the traffic on Bull Mountain Road.
outside the study area, traffic would be substantially increased on
Davies Road, Scholls Ferry Road, 121st Avenue, North Dakota Street,
and Greenburg Road; traffic would be decreased on Murray Boulevard
in Beaverton and on Sunrise bane.
The volume diverted from the Murray extension would be
approximately equal to the total increases in traffic volumes on
135th, Davies, and 1210t.
It was concluded that deletion_ of the Murray extension between Old Scholls
and 135th would not achieve any significant reduction in through traffic
volumes. The traffic would shift to minor collector streets such as 135th
REPORT NOPTHEAST BULL MOUNTAIN nTANSPORTATION STUDY PAGE 29
volumes. The traffic would shift to minor collector streets such as 135th
and *forth Dakota. There would be no benefit to Gaarde Street.
Construction of the Murray extension will provide an alternative travel
route between the study area and south Beaverton. This alternative will
provide a shorter route for some motorists and improved access for
emergency vehicles. Construction of this connection will help to encourage
motorists to use the collector etreet system rather than traveling on local
residential streets.
it was concluded that the Murray extension between Old Seholls and 135th
should be retained.
Roads Not Affected by a selection of Alternatives
If the Murray extension is constructed, then the impacts of future growth
appear to be approximately equal on some existing streets under all of the
alternatives.. The projected traffic volumes and the need for street
improvements are nearly identical under the various alternatives. These
i streets include 135th Avenue north of Murray Boulevard, 121st Avenue north
of Walnut Street, and McDonald Street east of Highway 99W.
INo New Roads
The alternative of no new roads places the greatest traffic impacts on
Walnut Street and 121st Avenue. This option would lead to lower traffic
growth on Gaarde Street than other alternatives; however, major collector
street improvements would still be needed on Gaarde Street.
This alternative also puts a higher traffic volume on the proposed future
extension of Sunrise Lane.
Under this option, it is assumed that a system of local streets would be
constructed to allow neighborhood traffic from developing areas to access
REPORT — NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY 'PAGE 30
the existing collector street system. Because local neighborhood access
would be entirely on the local street system, we could expect higher than
normal traffic volumes on some of the local streets. If an indirect
connection between Bull Mountain Road and Walnut Street is created by the
local street system, we could expect this connection of local streets to
function as a collector street since any alternative routes would have a
longer travel distance.
The alternative of no new roads is the least desirable from the standpoint
of emergency vehicle access. If a critical access road is closed for any
reasons, the alternative access route may provide a longer than desirable
access time.
It was concluded that some new roads are needed to adequately serve the
long-range needs of the study area.
121st Avenue Extension
One of the alternatives considered was the extension of 121st Avenue south
of Gaarde Street to Bull Mountain Road. Southwest 121st Avenue is
currently a through street between Scholls Perry Road and Gaarde Street.
The City of Beaverton has considered construction of a new street which
would extend 121st Avenue north from Scholls Perry Road and provide a
connection to 125th Avenue.
Because 121st Avenue provides one of the few through north-south connectors
in the westerly portion of Tigard, it has been suggested in the past that
it would be logical to extend 121st to Bull Mountain Road. The idea was to
provide improved access between Bull Mountain Road and areas to the north.
In fact, Hazelhill Drive has been constructed wider than typical
residential streets in order to accommodate a potential'through traffic
connection. This through connection_ was expected to decrease traffic
volumes to the east of Hazelhill Drive on Bull Mountain Road
REPORT -- NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 31
The traffic projections indicate that the 121st Avenue extension would
carry traffic between the Bull Mountain Road residential areas and the
areas north of Gaarde Street as expected. However, the traffic projections
also indicate that the connection would function primarily as an
alternative route for through traffic on Gaarde Street. The result would
be an increase rather than a decrease in traffic on Bull Mountain Road to
the east of Hazelhill Drive. The expected traffic volumes on Hazelhill
Drive would be so great that reconstruction of Hazelhill Drive would likely
be required to eliminate the right angle turn near Bull Mountain Road.
While the connection would seduce the traffic volumes on Gaarde Street, the
reduction would not be significant enough to change the improvements needed
on Gaarde Street. Gaarde Street would still be expected to function as a
major collector roadway.
The 121st Avenue connection would significantly impact the existing
residential neighborhood on Hazelhill Drive. it would also increase
traffic volumes on 121st Avenue north of Gaarde Street, an area of existing
residential development. The potential exists for an alternative
connection route in the vicinity of SW 132nd Aver a which would impact fir
fewer existing homes. The 121st Avenue connection would not achieve the
expected goal of decreasing traffic on Bull Mountain Road. The connection
would not eliminate the need for substantial .improvements and the
expectation of substantial traffic increases on Gaarde Street.
i
Therefore, it was concluded that the 121st Avenue extension was not an
acceptable alternative. It appears to create substantial detrimental
impacts without achieving the benefits that had been expected. For these
reasons, the 121st Avenue extension was not included in the recommended
plan.
135th Avenue Extension
An �,xtension of 135th Avenue south from Walnut Street to Bull Mountain
Road would provide a new connection between the upper and lower portions of
Bull Mountain. Such a new roadway would clearly carry some through
REPORT NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 32
traffic. However, it appears that its major function would be to carry
_ traffic to and from future developments which are expected in the area
between Fern Street and Bull Mountain Road. This large developing area
will need to have roadway connections. The alternative routes for roadway
connections are severely limited by topography and existing development.
This area will need to connect to Walnut Street at existing 135th Avenue
and to Bull Mountain Road in the vicinity of 139th Avenue. It can also be
expected to connect to Benchview Terrace. If all of these connections are
constructed as local streets, it is expected that they will still carry
substantial traffic volumes when the area is fully developed. The
projected traffic volumes at build-out .on 135th Avenue south of Walnut
Street are nearly as great with the "no new roads" alternative as they are
with the "135th Avenue extension" alternative. It is likely that the
future system of local streets will have interconnections that would
provide a potential route for through traffic between Walnut Street and
Bull Mountain Road. Thus, it appears that the 135th Avenue extension
concept will, in fact, cote to pass as development occurs whether we pian
for it or not.
It was concluded; therefore., that plans should be made for a 135th Avenue
connection as a minor collector street to accommodate the expected higher
traffic volumes. Otherwise, the higher traffic volumes will be occurring
in the future on local streets in the area. improvements will be needed in
the future along 135th Avenue south of. 'Walnut Street and at the
intersection of 135th and Walnut Street.
connection Between Walnut/135th and Gaarde1121st
It appears desirable to provide a new roadway to carry traffic from the
Walnut/135th area to the Gaarde/121st Area. Such a roadway would
significantly decrease future traffic on Walnut Street and on 121st Avenue
south of Walnut Street.
The new roadway would provide an access route to the currently undeveloped
properties between 121st and 132nd Avenues south of Walnut Street. Like
j
PAGE 33
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY
the 135th Avenue area, these undeveloped areas will need roadway access as
they develop. If no collector street system is provided, it is likely that
local streets will carry higher than desirable traffic volumes in the
future.
Therefore, it was concluded that a through connection between Walnut/135th
and Gaarde/121st is desirable.
At the informal meetings, residents requested that routes be considered
that would not go through established neighborhoods. The routes shown in
Composite Alternatives No. 1, 2, and 3 appear to best satisfy this request.
The three composite alternatives provide alternate routes for the
connections to 135th and Walnut.
132nd Avenue
Roadway access needs to be maintained to the Benchview Terrace area.
Access is needed to serve the undeveloped area between Benchview and Bull
Fountain Road. A north-south connection in the vicinity of 132nd Avenue
reduces the projected traffic volumes on the 135th Avenue extension_ It
provides an alternative north-south route that compensates for the deleted
121st Avenue extension. Therefore, it was concluded that a connection is
needed in the 132nd Avenue vicinity.
Existing 132nd Avenue near Walnut Street is a narrow street with very steep
driveway accesses to existing homes on both sides of the street. The
street is not improved to collector street standards. Widening of this
street would have major impacts on the existing homes. Therefore, it was
concluded that the existing 132nd Avenue is not a suitable route for a
collector roadway. Other potential collector street routes exist east and
west of 132nd Avenue.
South of Benchview Terrace, two alternative connections to Bull Mountain
Road were considered. One alternative would intersect Bull Mour_-ain Road
near 133rd Avenue. Trp Other alternative would intersect Bull Mountain
REPORT NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 34
RoaA near 129th Avenue. The connection near 129th Avenue has the least
impacts on existing homes. Therefore, the 129th Avenue route is shown in
the recommended }clan.
Beef Bead Road
in the public meetings, comments were heard that additional conaecticas are
needed to Beef Bend Road and that Beef Bend Road should carry a higher
share of the traffic volumes. Roadway connections between Bull Mountain
Road and Beef Bend Road at 150th Avenue, at Mountaingate and at 133rd
Avenue are part of the existing Transportation Plan adopted by Washington
County. In developing the traffic projections, these three roadway
connections were assumed to exist. Still, the traffic projections indicate
that Beef Bend Road will carry less traffic than Bull Mountain Road.
Beef Bend Road is probably not an attractive route for most residents of
Bull Mountain because of its alignment. As can be seen on the maps, Beef
Bend Road intersects Pacific Highway very close to the Bull Mountain Road
intersection- Therefore, Bull Mountain Road is the more attractive route
for trips beginning or ending on the higher parts of the mountain. Beef
Bend Road is probably an attractive route only for those trips beginning
or ending near Beef Bend Road. Beef Bend Road would probably be a more
attractive route if it could be realigned to intersect Pacific Highway
further south; however, the existence of the King City development makes
such an alignment impracticable.
Therefore, it appears unlikely that many motorists could be persuaded to
divert to Beef Bend Road either as a through route or as an access route to
Bull Mountain_
GaardeL99W
The materials presented at the public meeting in February included a
suggestion that Gaarde Street be realigned at Highway 99W. The proposal
would realign Gaarde to intersect 99W at McDonald Street.
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 35
The proposed realignment would provide a signalized access from Gaarde
Street to Pacific Highway.
Traffic projections indicate that the realignment of Gaarde Street will
have little impact on the traffic volumes on McDonald Street, The
realignment is expected to improve traffic safety. Signalization of the
existing Gaarde Street intersection at 99W is considered undesirable for
traffic operations reasons. The existing Gaarde Street intersection is
very close to McDonald Street and Canterbury Lane intersections. The
McDonald Street intersection is already signalized. The Canterbury Lane
intersection is scheduled for signalization in 1990.
Composite Alternatives
Three composite alternatives are shown in Appendix B. All three conform to
the conclusions stated previously. The three alternatives are identical
i
except in the vicinity of 135th and Walnut. Projected future peak-hour
traffic under build-out conditions are shown on Appendix C for Alternative
No. l and 2. Alternative No. 3 would be expected to have similar traffic
volumes.
Coneposite Alternative No. 1 routes the Murray Boulevard extension through
the undeveloped property north of Walnut Street and east of 132nd Avenue.
This alternative requires a series of horizontal curves but its grades are
not as steep as Composite Alternative No. 2. A portion of Walnut Street
would become a dead-end local street under this alternative. The 135th
Avenue extension would intersect Murray north of existing Walnut Street and
north of the existing steep grade in 135th, allowing a better intersection
configuration.
Composite Alternative No. 2 rouues Murray along existing 135th and Walnut
and along a new alignment crest of 132nd Avenue. This alternative has fewer
horizontal curves than Composite Alternative No. 1 but it has eteeper
grades (up to 10%). its route along the steep slope west of 132nd Avenue
REPORT - NORTHEAST BULL E17iNTAIN TRANSPORTATION STUDY PAGE 36
would require substantial cut and fill slopes. Because it would be higher
than the existing homes on 132nd, it would be expected to have greater
noise impacts.
Composite Alternative No. 3 is identical to Composite Alternative No. 1
south of Walnut street. It then follows the existing alignments of Walnut
Street and 135th Avenue to connect to the Murray extension. Under this
alternative, the Gaarde Street extension would have a "T" intersection
with Walnut Street.
Composite Alternative No. 2 was eliminated from further consideration, as
it would have greater impacts on assisting homes and would have steeper
grades than the other two alternatives.
`` 135th/Walnut Intersection
The existing intersection of 135th Avenue and Walnut Street does not
operate well. The curved approach of Walnut Street creates some confusion
for turning vehicles. Sight distance is also somewhat limited. As traffic
volumes increase, it will be necessary to improve this intersection.
i Composite Alternative No. 1 would eliminate the intersection and extend
135th northward to the new Murray extension.
Under Composite Alternative No. 3, it would be necessary to reconstruct the
existing intersection. It would probably be necessary to purchase and
remove the existing house on the southeast corner in order to reconstruct
the intersection.
Another possibility would be to realign 135th Avenue between Fern Street
and Walnut Street. If the through street were shifted to the east, it
would provide a better intersection with Walne.t Street. However, such an
alignment would create some problems for access to the existing homes along
135th and Fern Street. It would also require substantial right-of-way
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 37
acquisition. It would greatly restrict potential future development of
properties to the east of 135th Avenue.
Most of the existing homes on 135th Avenue south of Walnut Street are set
well back from the street. it appears that 135th can be improved in its
existing alignment without major impacts to existing homes, excopt for
removal of the house at the corner of Walnut Street.
Therefore, the recommended plan shows 135th Avenue to remain in its
existing location.
Costs
For the most part costs were not a consideration in selecting the preferred
alternatives.
Most of the needed street improvement are on existing streets and are the
same in all alternatives, including the "no new roads" alternative.
Where new roads are shown, they will serve currently undeveloped areas.
Some type of new road access will need to be constructed to each of these
areas at the time of development. Construction of the access streets to
collector standards (rather than local street standards) would be a
relatively minor cost impact.
The one exception is composite Alternative No. 1, which would require
substantial right-of-way acquisition. The route between Walnut Street and
135th Avenue could be through property now in the process of being
subdivided. It appears likely that acquisition of a new right-of-way in
this area would need to be by purchase using city street funds.
The primary benefits of Alternative No. 1 over Alternative No. 3 appeared
to be better interaection configurations at 135th and at the intersection
of Walnut Street with the new Gaarde extension. However, further
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 38
� r
r
4
f
s
engineering review concludes that the two intersections will work
satisfactorily under either alternative.
As discussed previously, the 135th/Walnut intersection can be
satisfactorily reconstructed with the acquisition of one existing home.
Traffic engineering review (Appendix E) concludes that the intersection of 4
the Gaarde extension with Walnut Street would actually require fewer
traffic lanes under Alternative No. 3. Although the traffic volumes are
greatest on the west and south legs of the "T" intersection, the projected
peak-hour turning movements are such that the "T" intersection is expected
to "operate well. Alternative No. 1 does not appear to have benefits
adequate to justify the additional costs that would be associated with the
alternative.
Alternative. No. 3 provides a more indirect connection between 135th and
Gaarde. Residents of Gaarde Streat and McDonald Street have advocated a
less direct connection.
Therefore, Composite Alternative No. 3 was selected as the preferred
alternative.
collector Street Standards
Appendix E contains a traffic engineering report that evaluates the number
of lanes needed at future build-out traffic volumes. Standard collector
street improvements are adequate to accommodate the projected traffic
volumes except at certain intersections.
The following intersections will require the addition of a- separate right-
turn lane:
121st at Walnut (north leg)
Gaarde at 115th (east leg)
Gaarde at Pacific Highway
Bull Mountain Road at Pacific Highway
t REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 39
s
The Murray extension will ultimately requires additional lanes at the
intersection of Scholls Perry Road, 135th Avenue, and the Gaarde extension.
To improve traffic operations, it may eventually be desirable to provide a
5--lane configuration to all of the Murray extension between Scholls Perry
and 135th.
REPORT NORTHEAST BUM MOUNTAIN TRANSPORTATION STUDY PAGE 40
12, RECOMMENDATIONS
Based on tt:e information and conclusions presented in the previous chapters
the followinly actions are recommended:
1. Amend the City°s Comprehensive Plan Transpartation Map to show a
system of collector streets in accordance with Figure 12-1 dated
1�-3-90. Some minor revisions to adopted County and regional plans
may be necessary to fully conform to Figure 12-1, However, Figure
12-1 appears to fully satisfy the intent of the existing adopted
City, County, and Regional plana. Adoption of Figure 12-1 by all
jurisdictions will clarify the alignment of proposed new roadways
and bring all adopted plans into full agreement.
2. Restrict roadway access to the new Gaarde Street extension between
Walnut Street and Gaarde/121st and prahibit direct driveway access
to this roadway. Due to the curves and hills in the alignment of
this new roadway, it will be necessary to limit the points at which
rcadway access is allowed in order to assure that safe sight
distance is maintained at all intersections. In addition, adequate
spacing of roadway access and prohibition of direct driveway access
will limit the points at which left turn lanes are needed, allowing
consideration of reduced design widths.
3. Consider special design treatments for the 135th Avenue extension
and )32nd Avenue extension minor collector roadways in conjunction
with new deyelopment. Special design considerations are needed to
better fit the steep terrain and to minimize impacts on existing
residential development. Reduced street widths should be
considered with on-street parking prohibited. Special conditions
may be needed on new subdivisions to assure that these streets will
continue to function safely as minor collectors. For example, it
may be desirable to restrict direct driveway access or to require
increased building setbacks.
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE Al
4. Develop and adopt a preliminary design for Gaarde Street
improvements as a guide to future development. The design should
extend, as a minimum, from 112th Avenue to 12113t Avenue. It
appears that the centerline of the future roadway may not coincide
with the existing right--of-way centerline in this portion of Gaarde
Street. Therefore, it is important to complete preliminary design
and adopt a tentative centerline alignment to assure that future
development fits the long term needs for this roadway. Adoption of
a future centerline would also provide existing property owners
with answers to their questions about future impacts of Gaarde
Street improvements. The alignment should be adopted with
participation of adjoining property owners.
5. Reserve additional right-of-way potential Future widening to_5 lanes
between Scholls Ferry Road and 135th Avenue. Initially, the Murray
extension can be constructed to major collector standards. However,
additional right-of-way should be reserved for future construction of
additional lanes at intersections as recommended in Appendix E.
6. Revise the 135th Avenue/Walnut Street intersection. This work should be
done in conjunction with development of the area between Fern Street and
ii Bull Mountain Road.
I
r
i
REPORT - NORTHEAST BULL MOUNTAIN TRANSPORTATION STUDY PAGE 42
ARTERIAL
e®me� HAJCR COLLECTOR
r.,-.. MINGR COLLECTOR
LOCAL STREET
A® � 0 ; API'ROJCIMATE ALIGNMENT
80ro� _ 0 (Exact alignment to be o
C� C-9 determined at time of
Ave develOPMent.
~� TRAFFIC SIGNAL
y.� (When Warranted) E
i
'y M
-
3.
�, 99W
SW\s,115th Ave-
001
S.
(i --o
Bull !fountain Rd. y
intersection
approxinsately 700,
west of 126th Ave.
Corridor location :{" fSw. 131
300' — 400' eastVe.
of 132nd Avenue W
> 7
wMry
Ave. tb
at walnut St. t SW 13�rd A�ue
41
135th Ave_ �N1„0�=0-,................ chi
A.
o a' ��'��' to '• .,, � �'
-'`�``����%'' `�'
e
`"-.—.. Sunrise Ln. S.W. 150th Xvie.
(Ame-m3ed 1/3/90)
-
N- 12-1
A
NE Butt Mountain RECOMMENDED PLAN
Transportation Study FOR LONG RANGE DEVELOPMENT
APPENDIX A
POTENTIAL ROADWAY ROUTES CONSIDERED
FEBRUARY 1989
The drawings in Appendix A show the collector street system
alternatives and discussion presented at the public meetings
in February 1989.
j
I
k
j
i
l
NORTHEAST BULL MOUNTAIN POTENTIAL ROAD LOCATIONS
Currently, Bull Mountain is served by only a few roads along the perimeter of
the study area. There are no connecting roads through the study area.
The steep slopes and deep ravines of the north slope of Bull Mountain limit
the routes available for new roadways. Even so, there are a number of options
available for new roadway routes, as shown on the attached map. The map shows
corridors where roads could be constructed to carry traffic through the study
area. The individual routes shown could potentially be selected in any
combination to form a roadway plan.
Several alternative combinations of routes were selected for further study,
as examples. Each alternative was reviewed for feasibility of construction and
for traffic 'impacts. Thc information generated from these alternatives can be
applied to other alternatives with similar components. '
No preferred alternative has been selected. The final plan may be different
from any of the alternatives presented, but it will likely include components
from one or more of these exiinples.
The alternatives which were considered are shown on the attached maps and
briefly discussed below.
in all cases, it is assumed that improvements to major roads would include
sidewalks, turn lanes and bike lanes. 'Improvements to existing roads would
include minor realignment to reduce sharp curves and minor regrading to improve
sight distance.
"No new roads" alternative
Under this alternative, no Pew roads would be constructed but existing roads
would he improved.
"Murray Blvd. extension" alternative
This alternative would extend Murray Blvd. from the 135th/Walnut area to
Gaarde Street. This .route involves generally moderate to flat roadway grades,
except for grades of up to 123 near 121st Avenue. At the connection to Walnut
Street, existing houses would be impacted.
The alternative includes a connection through Benchview to serve the area
north of High Tor Road, using existing Benchview, Terrace.
Also included is a connection between the Murray Blvd. extension and Bull
Mountain Road. This connection would have grades up to 15% and would impact
the existing homes at the Bull Mountain Road connection.
"135th Avenue extension" alternative
This alternative would extend 135th Avenue southward to connect to Bull
Mountain Road near 139th Avenue. The road would have a long upgrade of
approximately 12% from Fern Street to High Tor Road. It would be necessary to
remove several existing houses near 135th and Fern, unless steeper grades were
tolerated for the new street,
A - 2
This alternative also includes an extension of Gaarde Street to connect to
Walnut street near 132nd Avenue. This roadway would have grades of 8% and
less. Widening of existing 132nd would require reconstruction of driveways to
existing houses. In some cases, reconstructing a driveway might include
constructing a new garage, An alternative connection to Walnut Street east or
west of 132nd would be feasible but would require removal of existing houses.
An extension of Benchview Terrace would provide a connection between the two
new roads.
"132nd Avenue extension" alternative
This alternative would extend 132nd Avenue south to Bull Mountain Road.
Problems associated with a 132nd Avenue connection to Walnut Street are
discussed above. In addition, existing 132nd has grades as steep as 17%. The
connection to Bull Mountain Road would run near existing houses but would not
need to remove existing houses.
Benchview Terrace would be extended to provide a route between Gaarde Street
and the area west of Benchview. This road would have grades less than 8%
except for the existing 158 grade in Benchview.
This alternative provides a north-south/east-west grid -type alignment, which
some drivers find less confusing than curving streets.
"128th Avenue extension" alternative
This alternative would extend Gaarde Street to connect to Walnut Street near
128th Avenue. The road would have some grades up to 12% near 121st Avenue.
Some existing houses would be removed at the Walnut Street connection. A
direct connection to 128th might encourage additional through traffic on 128th
north of Walnut Street.
Connections to Benchview and to Bull Mountain Road would be provided, similar
to the "Murray Blvd. extension" alternative.
"121st Avenue extension"alternative
An alternative that could be added to any of the other alternatives is the
extension of 121st Avenue south from Gaarde Street to Bull Mountain Road. It
is likely that the road would connect to existng Hazelhill Drive. If the road
was to carry much traffic, it would be desirable to reconstruct the existing
interseciton of Hazelhill Drive and Hazeltree Terrace, to reduce the sharp. turn
for through traffic.
Gaarde Street at Pacific Highway
Under any of the alternatives, it appears that a traffic signal is needed at
Gaarde Street and Pacific Highway. If Gaarde could be realigned to intersect
Pacific Highway at McDonald Street, it-would improve traffic operations at the
intersection. The realignment would require reconstruction of the existing
Elmer's Restaurant parking lot and possibly reconstruction of a corner of the
restaurant building. Removal or modification of up to 3 existing houses would
also be required.
N -
r
A ro
o
4t�n v f
Ave.
v Cf) 99y1/
S.W. 1151h Ave.
CO
S. 121st 4
G_
•�.� O
r- O
� s �
S W 128th �> •• i j
Vie. '•--` •- �® /
S.W. 132nd '�
<�
Ave.
SW 133rd Ave. 1
S.W. 1351h Ave_ \ `"� __ __..a- ..✓ '
.6103
CO
�Z
S.W.
141st Ave_
12
r ----
�.. Sunrise Ln 5W. 150th ve.
NE Bull Mountain
Transportation Stuff - MURRAYBLVD. EXTENSION
r �
•p �
Amory Ui cc
Ave.
o
99W
S.W- 115th Ave. x
cn
Dr-
s. 121st_ ,q`e
G
O
128th
W Ave -\
132nd �(\ S.W. 131st
.; S • 132 \ \ �.J \ Ave.
Ave. SW 133rd Ave. 1
S.W. 135th Ave_ -_ __ -------- -••----....i
L •`\ w
as
m
S.W. 141st Ave.
•........
_ Sunrise L.n. S.W. 150th ve
.q�
!VE Bull Mo
Transportation Study A - s 135TH AVE. EXTENSION
,ell
c�en
Ave. l
u~ v 99W
S.W- 115th Ave.
\ -2
Cf)
SW. 121st _
G
\ O
128th --`-
.w
a
AVe. '•� '.a m /
' 432n� r� !
`w S.W e " ✓ \ Ave.
Av
S.W. 133rd Ave. S
S.W. 135th Ave.
l \
i ••\ �. N
CD
S.W. 141st Ave. --
12
Sunrise Ln. S.W. 150th ve.
NE Buil Mountain
Transportation Studd 132NDAVE. EXTENSION
i
cit
v
0
co
Ave.
i cry � 99th
S.W. 115% Ave_ o
� o
S. 121st q�e
T
SW
Ave.
S.W.
132nd ��\ S-W. 131st
Ave.
Ave.
S.W. 133rd Ave- 9
W. 135th Ave.
oI
9 i'- / m
SW. 141st Ave.
49 i2
Sunrise 1_n. S.W. 150th Ave-
NE Bull Mountain =a
Transportation Stun A 7 128TH "E. EXTENSION
r3
Q�
dem o �
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Ave.
�- in
U 9
U- S.W. 1151h Ave. SW
o�
cn 4
\
S. 121s4 qeCD
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c
628th �— J
S.1Ai ca
j S.W.i
SYV ` Ave.
132nd
Ave. �"-� \
S.W. 133rd Ave. t
Sw. 135th Ave. co
I
Sy✓ �/ �� W Sw. 141st Ave.
Sunrise Ln. S.W. 150thvA e.
ilii✓ Roti MOUntain MURRAY BLVD. EXTENSION
Transportation Study A 8 WITH 121ST EXTENSION
a
U
A n
o T�
Ave.
h'• o
hyo L
•- W
® cf) 99W
u" S.W. 115th Ave. �
C a
S. 121st Aka
CC6
sw 128th
Ave.
SW. 131st
S ` 132nd -.1 \ Ave.
_ Ave. S.W. 1336-d Ave.
SSV !35th Ave-
Nr \ \
zaf U'
f � �,
0 -d
Syt, I ` SW_ 14lst Ave.
i
�� Schon$ •'r...� � . �,.
�.�'=-�„ ..moi--••.
\. Sunrise Ln. SW15oth5Av6.�
NE Bull Mountain 135TH AVE. EXTENSION
Transportation Study A IWITH 121ST AVE. E NS1O
W
A v
kAve.
a
co
�5 0
O U) s�
S.W- 1151h Ave. a
a,
(n v
S. 121st
0
SVy 128th
Ave.
132 r` V.
Ave.
-- Ave. S.W. 133rd Ave.
'•� -'-.vim ._--_._._-__._._..._.�--•....�-��
S W 135th Ave.
`tel �- ••\ �'
7 `i 1 / m
141st Ave. ,
Sunrise Ln. S.W. 150th v!� e.
ZZ
NE
Bull Mountain
132ND AVE. EXTENSION
Transportation Study A - 10 WITH 121 ST AVE. EXTENSION
1
(y
''Arhh'
V/
R
�... LAve.
a
c s
o co s
S.W. 1151h Ave. 9�}r
d
� n
o t;
CD
S.W. 121st
c
-® A
�\ m r
._ S.W. t32nd`� ��\ S.W.'131s1�
Ave. Ave. rw,
S.W. 133rd Ave. [
S.W., i35th Ave.
L. \ d
S.W. 141st Ave.
1� \ 12
t
Fir / � ._..�_--• _°
Sunrise Ln. S.W. 150th vA e.
NE Bull Mountain 128TH "E_ EXTENSION E
ransp�;r atiOn Study A 11 V�fITH 121ST EXTENSION ,
APPENDIX B
ADDITIONAL. POTENTIAL ROUTES CONSIDERED
These alternatives were developed in response to suggestions
and concerns heard at the public meetings in March 1989 and
November 1989.
I
I
B - �
N
�P Uc�fC co •�
dej�®� C/) a
Ave.
1; o
uQ U) d 991V
S.W. 115th Ave. a
d
cn o
\ � a
S. 121St 4y
c
0
128th \ /
�_.
S.yV ao
S.W 132nd� Ave.
Ave \ S.W. 133rd Ave. I
S.W. 135th Ave.
_--".,/
C: _
w S.W. 141st Ave-
\ \ Sunrise Ln. S.W. 150th ve.
NE Bull Mountain NO NEW ROADS
Transportation Study NO MURRAY EXTENSION
U)
AQC•. o
Ave.
ti4 0
Z� — Q
o en 9
u" SW. 115th Ave. Sw
a�
U)
SA 121st
o
Sw. 128th
Ave. � co /
I r\ S.W. 131st
S.W. r—132nd Ade. -,i \ Ave.
S.W. 133rd Ave. i
SW. 135th Av \`. ,� •.
tip U) �J(i
141st Ave.
Pf �
Y� Sunrise Ln. S.W. 150th va.
E Bull Mountain
Transportation Study g 3 COMPOSITE ALTERNATE NOe1�
a;
p �
�O9 v; p o
Ave.
c �
S.W.LL
615th Ave. a 99W
m
cri
,W. t2ist 4 -
y�
12
c
0
rSK mst
S.W. 132nd \ �`� Ave.
Ave. S.W. 133rd Ave.J
S.W. 135th Ave.
1 ��J
co
1i
ca
1c, cr S.vv. 141st Ave.
t
/^^
Sunrise Ln. S.W 150th ve.
SIE Bull Mountain
Transportation Study B 4 COMPOSITE ALTERNATE NO. 2
Ave.
a
U p
7
C
o 9w
S.W.S.W. 115th Ave.
d
SYV. 1215-t 'Q`e _
0
r
SW. 128tca
h ` -•� �:
SW 131st
S.W Ave.
132nd Ave. SV`J. 133rd Ave.
r
S_w. 1351h Ave
c \ v�
i m
S.W. 141St Ave.
... Sunrise Ln. S.W. 150th ve.
NE Bull MoUC1talt"9
Transportation Study a - 5 COMPOSITEALTERNATE NO.
(� APPENDIX C
TRAFFIC PROJECTIONS
AT BUILiD-OUT
Based on population projections of Appendix D. Volumes shown
are for the peak hour of an average weekday*
Note: Line widths indicate relative volumes of projected
traffic. Line widths do not represent Future attest widths.
i
C 1
VI
0
1e0, �O i i Cif` C al
3s
4)
00
w aa. Sof. 115#h Avg
e.,ISO Qy
t� 0 0
w � �
- w4
820 in 3000 850
O
®� 0 d dd
O d
1�I 1281 �-� _ .4
Ave.
350
` 132nd
®o San Ave. o Ave.
.Y S.W. 133rd Ave-
SW
vgS'AI 135th Av160
p� cry �• .-�•�...--..�.•�--.1...�./
��V � 550 •� --•`
L
® L- •�
�r S.W. 141St Ave.
140
nor,
Sunrise 1_n SW. Doth '- ve.
p _~ 260 90
320
�... --- -N- - Peak Hour Traffic Volur
NE Bull Mountain Build - Out Conditior
Transoortation Study C 2 NO NEW ROADS
A n m
r�dPOI C) O
.. si0 3 a
in w-. a a
a
°S S.W. 115th Ave. �
iea
SVV !21st C4 -0
lam
sm
v
e
930 946" 840 X30
v �+
soy -128t
350 Avg �� O
SW. 131st 1
M!
30 Ave. �AVeS i
S.W. 133rd Ave. so k
S.W. 135% Ave. sao `� --� 160 .
\ Ih
940 1020 � F
ca 08
►i cy
O
cr,
SW. Kist Ave. 'n
\ �o O so
Sunrise Ln SW 150thvA e. :
170 40
p- t
O 220 O
N
Ln
it-
NE Bull Mountain NO NEW ROA[z%R"',
Transportation Study C - 3 NO MURRAY EXTENSION'
-0 a
0
Q
10
co 0
w la- ttl v �
re
250
0
Sw.
ea0 5�0 330
.o
c•- \ Baa �� �.- •,����
128th
350 Ave.
13 70 / .r &W.I-.-(
SW. \ Ave.
Z)® °a a� S.W. 133rd Ave. 130
S.1N. 135th Av 290
u ._ _________..�-•-•--/
380 yZ'� ®
c
:L-J50 coa
0
S ti �•�� S.w. 141st Ave.
Q? �` �•-,� � 140.
o /
49 a Sunrise Ln S.W 150th ve.
100 50
100 a
0
- --N-- Peak Hour Traffic Volum s
Build - Out Condition
NE Bull Mountain
Transportation Study C - 4 MURRAY BLVD. EXTENSION
L
} O 0
� N
N 0
W15-
th Lve.
200
In ! o
N N 'v 3
121st
610 470 Q o
00 0
Obi ' 4 4Gd
S.W. 128th �-9.to !... -• _ �.:
3S0
Ave.
\ d W.131st
nd o ry`° 0Ave.
Ave. �� ti 5o
S.W. 133rd Ave_
135th Av 170 -..._ .-...✓''
420 � 1y10 'So. p� O
C co
0
Li - • 3So
p A60 .—
b "9
141st Ave. .r
x
4,y® Y • � s a140
80 FP
unrise Ln. S.W. 150th ve-
3s0 100 100
o loo v
o co
Peak Hour Traffic Volumes
Build - out Condition
fUB Bull Mountain
Transportation Study c - 5 135THAVS_ EXTENSION
w
a
6,y0 3y1 �
C
a
c I
S.W. 115th Ave. :3
170
Cn4
SW. 121St
X00 46S
0
OHO
in
v'
Ave. Ora
350 \ 400 / O
QAve.
1230 ve' 110 ,p
SW 133rd .Ave.
200 ...
S.W. 135th Ave ti
33055
cn ® \
E J/y/
LL \ C14Ir
�Y •�, �'�" S.W. 141St Ave. O
140
O
,�� lq Psi+ �'• p •---�—
SunriseLn SWvA. 150th e.
450 100 70
loo \
s
-H-- Peak Hour Traffic Volum
Build Out Cvnditto'n"
NE Bull Mountain
Transportation Study - 62�V AVE. EXTENSION
0
ADcs� o �
t�0,� o i o .•q v
�► Q Cf
v 0
W
\ Q
o ..
c !
0 � � �+ 9.9w
r- S.W. 115th Ave. .,
170
�Ye �
alp 4460
f
PY
128fi 1050
SW Se Ave. a Ca
so o\ - ev
`f
= 132 ?So "d W. 131st
W. 1 Ave. 100 Ave.
hod S.W. 133rd Ave.
ti 550 �. �.
S.W. 135fi1� A 2
_ ._.�-40._.._.__-......_.--•---�
iso \cr4 __ ...�
L'ri
/T
Shy S.tN 141st Ave. v'a
h ,o 140 ti Y
t o
to
60 ~
Sunrise Ln SW. 150th ve.
p 520 100 70
o i�
- q o
Q
_„-- Peak Hour Traffic Volumes.
Build Out Condition
ISE Bull Mountain
Transportation Study c - 7 128TH AVE_.EXTENSION
L
A
dp
\ E �
L
c
co
o is •- o t 11s
°0 S.W. 115th Ave (j) 0 deo l p 99
180 m
i
SW. 121st
ala ala 470
82° C �f
!` G
O o
S W 12g@ moo
-\ \
iso ca a� azo \
o / SV11134zi
%Ave.
200 dso S W 133rd Ave- 160 ,h
S.W. a
135th A \ � 250
3� O
380 1650
`-
L �
s ti
141st Ave.
? Y y iso
®r
r
--••.
410 �, Sunrise Ln. S.W" 150th ve.
100 s°
100 \ o
o \ �
-a-- Peak Hour Traffic Vol urr
Build - Out Condition
NE Bull Mountain MURRAY BLV®. EXTENSION
- Transportation Stuff c - 8 VA TH 121ST EXTENSION
-0O
0
\ ti"
O �
_ a
a G N o d�30 li 9$
LL S.W. 115th Ave.
170
V4 j
C4 o ro\ 41
4 QC. O
SW" 121st \ 0
0
0 co 360om
84
BOO
0
S.W.
asp Ave. o
oai 3p•�.
n coo \ 131st
Ave. loo gAve.
o° S.W_ 133rd Ave.
,40 \ �� 160
410 560 66 `e
O i
O1
as® \
360 - o
1413 Ave. e
140
3s , Sunrise Ln. S.W. 150th ve.
0 ~-` 100
U 100
0
to
-�-- Peak Hour Traffic Volume,,
Build - Out Conditio>
NE Bull Mountain 135TH AVE. EXENSI0I°
Transportation Stud/ c - 9 WITH 121ST "E. EXTENSlOI`
w
cn
0
a o 0
o
0 G1
c
S.W. 115th Ave. � ° 99W
3 ` a
SW Ost
,gao
510eay� r1
300 Soo G
O 6 W cO
- pb o �Gd
S.W.
Ave.
350 � 160 /
^� O Ave..
a :112
ve S.W. 133rd Ave. 120 o"
bb `� 200
✓W- 1351h ^� �• _—_..•�...�-- -�
iso ° u) sso \ o® ,
N
eMI IL o
w S.W. 141st Ave. co
ga® � � ''•\ � 140
1° tai ate.• � � a "�
a
Sunrise Ln SVJ 150th e.
510 100 70
140 es
o0
O H
d�
-�--
Peak-Hour Traffic Volurr
Build - Out Condition
NE Bull Mountain 132ND AVE. EXTENSION
Transportation Study G - 10 VVITH 121 ST "E. EXTENSION
v7
reds, vo o v
n
Of �] a
3j2
e o
�h U)
N
0 �
0
99W
S.W. 115th Ave. 14
170
H U
$W. 121st 30
820 5E�0 9Q 290 0
480 C Ln 0
810 '� O
^Y
S.W_ 128th 1100
CD
350 AvCAe
CD
W : 132nd ' NP 131st
t Ave.
Ave eQQ\ azo
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Transportation Study c - 11 MnTH 121ST EXTENSION-
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Transportation Study c 12 COMPOSITE ALTERNATE NO.1
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Transportation Studio C - 13 COMPOSITE ALTERNATE NO. 2='
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,- APPEND%% D
POPULATION PROnCTIONS FOR
BUILD-OUT CONDITION
t
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METHODOL,CZY
Parcels that were considered built or buildable for a single unit (single-
family house) were identified and tallied. The size of parcels that were
considered redevelopable varied with location and depended somewhat on the
shape and access of the individual parcel, For example, a square one acre
parcel in UZ 357 could be considered redevelopable, while a similar sized
but rectangular parcel in UZ 403 may be considered fully developed at one
unit.*
Developed multi-family properties were identified and the number of units
were tallied.
All parcels considered vacant or redevelopable were identified by zone
(closest comparable Tigard zone for those in unincorporated areas). These
excluded parks, greenways, schools, utility property, commercial property,
floodplain, etc. The acreage of these parcels was gathered from tax maps
and tallied by zone. Units were estimated by calculating number of units
per acre based on zone, location, topography, recent developments or
proposals, and the nature of surrounding area.
Population waa estimated using Metro's overall estimate of 2.3 persons per
unit for both single-family and multi--family.
I think this is a reasonable and realistic estimate based on present
situations and our current knowledge of the area. The estimate does not
take into consideration any changes in external forces that dictate how
and when an area develops. Such unforseen factors as an energy crisis,
severe downturn in the regional economy, the return of a high rate'
inflation, or new trends in the housing industry can effect the build--out
density. The estimate also based on current density standards and does not
try to anticipate any changes in allowed densities or building standards.
A second factor I am sure you are aware of is the probability that by the
time some of the outlying properties are fully developed the older and
closer in properties may be undergoing redevelopment. In other words,
build-out is a continuum rather than a point in time. These estimates were
based on April 1989, as a starting point with re-development being
partitioning of or subdividing a parcel with the original structure (or
number of structures:) remaining.
Submitted by:
John Acker
Tigard Planning Division
April 1989
* A UZ is a zone established by Metro for purposes of tabulating
population and traffic generation of various areas. See map in
this appendix.
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. APPENDIX Es {
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TRAFFIC ENGINEINGANALYSIS {
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. . . . . . . . 4
November 27, 1989
City of Tigard
Attention: Randy Pooley
13125 S.W. Hall Blvd..
Tigard,- Oregon 97223
RE: Northeast Bull Mountain Transportation Study
Level of Service and Capacity Calculations
MEI Project Number 189697
V
Dear Mr. Wooley:
Upon your request, MEI has undertaken an analysis of the requested
intersections and roadway links for determination of the required
roadway lane configurations. Traffic volumes utilized were based
upon traffic projections determined by the Washington County and
City of Tigard staffs. Estimated turning movement volumes were
initially calculated by MEI staff and were reviewed and revised per
your request in our November 21, 1989 meeting. Figure 1 depicts
the turning movements utilized for this analysis. These reflect
PM peak hour volumes. This analysis also considered the nM peak
hour traffic patterns, generally assuming a directional reversal
of the PM peak hour.
f
The following roadway classifications were assumed, based upon the
graphical information which you provided:
SW Scholls Ferry Road Arterial ,
SW Murray Road Major Collector
Gaarde Street Major Collector
Bull Mountain Road Major Collector
SW Walnut Major Collector
SW 135th (North/South) Minor Collector
SW 121st (South of Walnut) Minor Collector
SW 121st (North of Walnut) Major Collector
-
SW 115th Minor Collector
Sunrise Lane Minor Collector
SW 132nd Minor Collector
Benchview Minor Collector
Figure 2 presents the lane configurations resulting from our
analysis. In general, where minor collectors intersect= with major
collectors and arterials, the minor collector should be designed
and striped to provide left and right turn lanes from the minor
collector street. This would likely be provided by restricting the
on-street parking of the minor collectors as they approach the
major collector. Major collector roads were found to operate
adequately with the standard three lane configuration with the
exception of certain intersections, as shown on Figure 2. This
analysis revealed the need for 5 lanes on Murray at Scholls Ferry,
E - 2
the east leg of Murray at 135th North, on Murray at 135th South
(both east and west legs) , and on Murray at Walnut (both
approaches) . The balance of the roadway could be accommodated with
3 lanes. Where five lanes are provided at intersections, yielding
two through lanes, a merge should be provided transitioning down
to the 3-lane standard section such that the merge will not back
traffic up at the adjacent intersection. The analysis also assumed
construction of Scholls Ferry Road to its ultimate 5 lane width at
the intersection With Murray, as .a minimum, rt
We woula recommend that the City acquire enough right-of-way to
construct five lanes between Scholls Ferry Road and Walnut to
provide the potential for widening the balance of this roadway
section. Once merge lengths and actual alignments are determined,
it .may prove reasonable to construct these links to five lanes
immediately (ie 135th South to Walnut) .
The intersection of SW 121st and Walnut was reviewed and found to
operate adequately with the standard 3 lane section on all
approaches, and with the addition of a right turn lane from s
southbound to westbound. This will yield a V/C ratio of 0.65.
Exclusion of this right-turn lane would yield a V/C of 0.95.
Bull Mountain Road was reviewed assuming its .ultimate 3-lane
configuration from Highway 99 to west of SW 150th (future Sunrise
Lane extension) . No additional turn lanes were required at the
intersections of Sunrise Lane, the future 135th e.Ntension, and the -
future 132nd- extension. Widening of Bull Mountain Road as it
approaches Highway 99 is recommended to allow seperate left and
right turn lanes at the highway.
Based upon an estimation of turning patterns at Gaarde and Highway
99, we would recommend that Gaarde be constructed to provide a 3-
lane section west of the Highway, channelizing into four lanes at
its approach to the Highway. This would include one lane westbound
and three lanes eastbound consisting of a left, a through, and a
right turn lane.
This analysis was undertaken primarily utilizing the NCAP software
which models the intersections in conformance with the 1985 Highway
Capacity Manual, Special Report 209. The method utilized for
signalized intersections was the Operational Analysis method. The
Murrav Road intersectionswere also reviewed utilizing PASSER2
software. This software optimizes signal progression and allocates
green time in a manner which will promote efficiency of vehicular
progression on Murray. The spacing between intersections was based
upon an estimate of intersection spacing as scaled off of available
maps_ The results of the PASSER2 analysis are available upon
request. A summary of the results is enclosed. Table 1 provides
5 a summary of the resulting intersection levels of service and V/C
ratios.
E - 3
TABLE 1
INTERSECTION V/C AVG. DELAY L.O.S.
A. SCHOLLS FERRY AT MURRAY 0.85 23-2 D
B. MURRAY AT 135TH NORTH 0.80 8.6 CID
C. MURRAY AT 135TH SOU'T'H 0.66 7.3 B
D. MURRAY AT WALNUT 0.82 21.2 D
E. MURRAY AT 132ND .0.63 5.7 B
F. MURRAY/GAARDE AT-121ST 0.81 10.5 C/D
G. MURRAY/GAARDE AT 115TH 0.59 6.0 B
H. WALNUT AT 121ST 0.65 9.4 B
I. BULL MOUNTAIN AT 132ND EXT. 0.66 5.6 B
J. BULL MOUNTAIN AT 135TH EXT. (UNSIGN.) LEFT FROM MINOR= E
RESERVE CAPACITY = 80 PCPH
R. BULL MOUNTAIN AT SUNRISE LANE (UNSIGN. )LEFT FROM MINOR=C
L. SCHOLLS FERRY AT SUNRISE LANE 0.53 3.38 A
We would once again lake to thank you for this opportunity to work
with you. If you have any questions regarding, this matter or
require any additional analysis, please calla Copies of the
calculations are available upon request.
j
Sincerely,
Donald P. Odermott
Enclosures
og•q,,`er 13 //-i7-85
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(ART..S UMY)
TEXAS DEPARTMENT OF HIGHWAYS AND PUBLIC TRANSPORTATION
PASSER II-87 MULTIPHASE ARTERIAL PROGRESSION — 145101 VER 1.0 JUL 88
**** PASSER-87 BEST PROGRESSION SOLUTION SUMMARY s***
TIGARD MURRAY DISTRICT 11/25/89 RUN NO. 1
CYCLE LENGTH = 78 SECS (MAXIMIN CYCLE = 77 SECS)
EFFICIENCY = .25 (GOOD PROGRESSION)
ATTAINABILITY = .98 (FINE—TUNING NEEDED)
BAND A = 1.7 SECS AVERAGE SPEED = 35 MPH
BAND B = 21. SECS AVERAGE SPEED = 35 MPH
NOTE: ARTERIAL PROGRESSION EVALUATION CRITERIA
-----------------------------------------------
EFFICIENCY 0.00 — 0.12 — "POOR PROGRESSION"
0.13 — -0.24 — "FAIR. PROGRESSION"
f 0.25 — 0.36 — "GOOD PROGRESSION"
0.37 — 1.00 — "GREAT PROGRESSION"
ATTAINABLITIY 1.00 - 0.99 — "INCREASE MIN THRU PHASE"
0.99 — 0.70 — "FINE—TUNING NEEDED"
... 0.69 — 0.00 "MAJOR CHANGES NEEDED"
E — 7
t
INT,_SUMY} :
^: TEXAS DEPARTMENT OF HIGHWAYS AND PUBLIC TRANSPORTATION
'ASSER II-87 MULTIPHASE ARTERIAL PROGRESSION — 145101 VER 1.0 JUL 88
E
*** INTERSECTION PERFORMANCE SUMMARY n**�
CYCLE LENGTH 78 SECS SYSTEM MAXIMIN CYCLE 77 SECS
INT CROSS STREET PHASE MIN. DELAY INTERSECTION AVERAGE DELAY INT
NO INTERSECTION ART CRS CYCLE (SECS) V/C RATIO (SECS/VEH) NO
1 SCHOLLS FERR 2 2 77 .85 23.2 1
2 135TH NORTH 3 4 59 .80 8.6 2
3 135TH SOUTH 2 3 52 .66 7.3 3
4 WALNUT .1 1 70 .82 21.2 4
5 132ND 2 3 60 .63 5.7 5
6 . 121ST 3 4 64 .81 10.5 6
7 115TH 3 4 62 .59 6.0 7
i' •
` t
MACKENZIE ENGINEERING INCORPORATED
0690 S.W.BANCROFT ST.•P.O.BOX 69039
PORTLAND.OREGON 97201.0039•(503)224-9560•FAX(503)228-1285
January 2, 1989
City of Tigard Community Development Department
Attention: Gary Alfson
13125 S.W. Hall Blvd.
P.O. Box 23397
Tigard. Oregon 97223
RE: Bull Mountain Traffic Study
MEI Job Number 189692.001
Dear Gary:
In response to your request on December 28, 1989, MEI has
undertaken additional analysis. to determine the lane configurations
which would result if the Murray Avenue extension were connected
to the west end of Walnut Street instead of to an extension of
Gaarde Street. as previously studied. This alignment is shown on
the attached Figure 1 . Figure 2 presents the estimated traffic
volumes, based upon the traffic projections provided by the City
Staff and Washington County Staff and utilized in our previous
analysis. This illustration also provides a graphic representation
of the resulting lane configuration.
This analysis indicates that the standard three-lane arterial
configuration will operate satisfactorily with the lane additions
described in our previous study for the intersections of Murray and
Scholls Ferry, 135th (North) , and 135th (South) . The revised
alignment creates a "T" intersection at Walnut and the Gaarde
extension. For this intersection to operate at an acceptable level
of service, the east and south approaches should provide seperate
deft turn lanes and the west approach requires a separate right
turn lane. This indicates that the standard three-lane arterial
configuration will be adequate, with the addition of the eastbound
to southbound right-turn lane. Based upon an analysis utilizing
PASSER2 software. and the ultimate lane additions recommended, the
following results were calculated:
Murray Blvd @ INT V/C AVG DELAY L.O.S.
---------------------------
SLHOLLS FERRY 0.90 20.3 C
935TH NORTH 0.84 9.0 8
135TH SOUTH 0.68 7.1 B
WALNUT 0.85 12.2 B
A cycle length of 63 seconds was found to yield the most efficient
progression with a 0.34 efficiency rating.
F 9
If you have any questions regarding this report or if we can be of
any additional service, please call .
i
Sincerely,
Donald P. Odermott
dC ¢ •1
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5W. 115th Ave. � � SSW
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FIGURE
BY PeRi-A Orr
= _ANALYSIS DATE�l[��jp9dq
JOB NO-
MACKENZIE ENGINEERING INCORPORATED
0690 S-W.BANCROFT STREET PORTLAND,OREGON 97201(503)224.9560
SHT. OF
P.Q.BOX 69039 PORTLAND,OREGON 97201 FAX(503)228-1265o, I ACKENZIE ENGINEERING INCORPORATED
I 1989 ALL RIGHTS RESERVED
ZT
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